Indicator.



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` WNAN G.- FORBUS,OF HARTFORD, ARKANSAS.

INDICATOR.

speeiecation of Letters Patent.

Patented Sept. 29, 1908.

`Application filed June 3(7), 1908. Serial No. 441,072.

To all whom it may concern: Y

Be it known that I, NEWNAN'O. FoRBUs, a citizen of the United States, residing jat Hartford, in thecounty of Sebastian and State of Arkansas, have invented new and' useful Improvements in Indicators, of which the following is a specification. l

The invention relates to an improvement in indicators, andis articularly directed to an indicator adaptedi for use with a power propelled Vvehicle and so constructed that the brakes may bev Vautomatically 'applied when the indicator notes a certain predetermined speed.

The main object of thepresent invention is the provision of an indicator inwhichthe speed noting pointer is directly controlled by governing mechanism driven from a movable part of the vehicle, said mechanism being arranged to automatically control the brake governing valve to permit actuation of said valve to set the brakes when the speed noting pointer indicates a certain predetermined speed.

Another obj ect of the invention is the construction of the valve releasing element adapted for actuation bythe governor, so as to permit vsaid element to be manually adjustable to set the' same for the release of the valve at any desired speedof the vehicle, whereby the automatic vactuation of the brakes may be induced at any` desired speed of the vehicle.

The invention will be described in the'following specification, reference being had particularly to the accompanying drawings, in which the ligure represents a sectional view, partly in elevation, of the im rove1nent.``

The present invention is il ustrated as applied to a locomotive, being designed to indicate the speed at which the locomotive is traveling, the number of miles traveled and to automatically control the air brake system with which the vtrain is equip ed. i It is to beunderstood, however', that do not desire to limit the present invention to the particular use shown and' described, lcon-4 templating broadly the application vof the indicator for use with any power propelled vehicle in which fluidl pressure `braking means are provided.

re w ch, at an appropriate point,`is secured a hollow standardl 2, Ain which are'secured bearing blocks 3 to receive and support a governor shaft 4. The shaft 4 extends below the foot board being housed in an extension 5 of the standard 2, both the extension and housing being preferably formed with laterally projected end flanges 6 to be bolted or otherwise secured to the foot board. The

extension 5 is formed with a side opening and with an annular laterally projecting flange 7 forming the wall of said opening. bearing sleeve 8 is secured to the foot board 1 by brackets 9 xed to the lower surface 0f said board, one end ofsaid sleeve being secured at 10 to the flange 7, the opposite end of the sleeve being secured to a depending sleeve extension 11, which terminates adjacent an axle 12 of the pony truck of the engine. Se-

\ cured on the axle 12 is a worm gear 13, preferably of sectional construction to permlt convenient connection to and disconnection from the axle, said gear 13 being arranged to mesh with a gear 14 secured upon a shaft 15 supported in bearing blocks 16 arranged within the sleeve extension 11, the relatively upper end of the shaft 15 being provided with a bevel gear 17 to mesh with a similar gear 18 fixed on the adjacent end of a power shaft 19. The shaft 19 is supported in bearingr blocks 20 arranged within the sleeve 8, the relatively inner end of said shaft being provided with a bevel gear 21 arranged to mesh at all times with a bevel gear 22 fixed on the governor shaft. By this construction regular and uniform movement is imparted to the governorr shaft 4 from the axle of the pony truck during travel of the engine in either direction.

t an appro riatevpoint in the standard 2 there is secure a bearing sleeve 23, which at its outerend, is arranged to support a Vsecond bearing sleeve 24, the latter being extended in arallel relation to the main standard 2 an carries at its upper end an indicator 25. Within the bearing sleeves 23 and 24 are arranged shafts 26 and 27 the meeting ends of which are adapted for o erable connection through bevel'gears 28, t e relatively inner end of the shaft 26 being provided with a bevel gear 29 at all times in mesh withabevel gear 30 fixed on the governor shaft. `The v indicator I25 arranged in dial form carries a In the use of the invention'illustrated resents the foot board of a locomotive tof central pointer 31 and two independent dials 32 and 33., Y The pointer is arranged t0 indicate the` speed at which the indicator is traveling, while the' independent dials are designed to indicate the mileage, one, as 32, being arranged to indicate the miles traveled in one direction, while the other, as 33, being arranged to indicate the miles traveled in the opposite direction, thereby providing for indicating the mileage in the travel of the locomotive in either direction. The mechanism of the indicators .32 and 33 is not shown, it being understood that such mechanism forms no material part of the present invention. The shaft 27 directly drives the mechanism of both indicators, said mechanisms having such clutch connections that in the movement of the shaft in one direction only one of said mechanisms will be affected, the remaining mechanism being driven by the shaft when the latter is operated in the reverse direction. The upper end of the standard 2 is formed or provided with a conical housing 34 having a removable conical cover 35, within which housing the upper end of the governor shaft terminates. The upper end of the governor shaft is provided with diametrically opposed governor arms 36 terminally carrying balls or weights 37, said arms being connected by links 38 to a collar 39 slidably mounted on the governor shaft.

Secured to the standard 2 adjacent the upper end thereof is a bracket arm 40, which extends laterally from the standard and then upwardly to provide a ivotal support for an operating lever 41. ne end of the lever extends to and beneath the indicator 25, being connected by a link 42 with the mechanism for o erating the pointer 31.` The o posing end) of the lever projects through s ots 43 arranged in diametrically opposed relation in the wall of the casing 34, said lever within the casing being connected to the collar 39. The collar is preferably formed with an annular groove in which is seated a removable strap having connection with the lever, whereby the collar is free to revolve independent of the lever.

Secured upon the standard 2, at an appropriate point in its length, is a housing 44, prefera ly of rectangular construction and formed with an opening closed by a door 45. The outer end of the lever 41 terminates above the housing 44 and is connected to a rod 46 which extends through the housing, and terminates within a casing 47 arranged below the housing and also secured to the standard 2, the end of the rod 46 within the easing being connected to one end of a spring 48, the opposite end of which is connected to the casing. The spring is tensioned to normally maintain the rod connected end of the lever in lowermost position, that being the normal position of the arts. Projecting within the casing 44 is a va ve casing 46 within which is arranged a spring pressed valve 47 having the stem 48 projecting into the casing 44. The valve 47 and casing 46 are intended to represent a connection in orleading from the pressure pipe leading to the engineers valve, the parts being so arranged that when the valve 47 is moved inward against the tension of the spring, the outlet controlled by said valve 47 is closed, while when the valve is moved outward to the limit of the movement induced by the spring the opening controlled by the valve is open and the bleeding of the train pipe permitted with the effect to set the brakes. Secured upon the rod 46 within the casing 44 is a controlling block 49. This block is longitudinally cored for the free assage of the rod 46, and is secured at any esired position on said rod through the medium of set screws 51. The block in the face next the valve 47 is formed near its lower end with a depression or recess 52, which is of such length that as the projecting end of the valve stem 4S rides therein said valve will be permitted to move to open position with the 'effect to set the brakes. The relatively upper wall of the recess 52 is formed so that the block in its downward movement will gradually force the valve to closed position.

The operation of the improved indicator is as follows: Under the movement of the axle 12 rotation is imparted to the governor shaft 4, and by the governor shaft through the shafts 26 and 27 to the proper mileage dial 32 or 33 in accordance with the direction in which the engine is traveling. As the governor shaft rotates the arms 36 are gradually elevated with the effect to elevate the collar 39 and thereby draw upward upon the end of the lever 41 to which the rod 46 is connected and depress the opposing end of said lever. The depressed end of the lever through the link 42 will actuate the pointer 31 and thereby indicate the speed at which the engine is traveling. As the speed of the engine increases the rod 46 is gradually raised until the block 49 is elevated to dispose the recess 52 opposite the valve stem 48. The valve will then automatically open with the effect to bleed the train pipe and set the brakes. As the block 49 is adjustable on the rod 46, it is obvious that the automatic actuation of the brakes can be set for any desired speed, this being usually accomplished by removing the cover 35 and manually elevating the arms 36 until the )ointer indicates the desired speed. The b ock 49 is then adjusted on the rod 46 so that the valve stem 48 will enter the recess 52. With the block secured in this posit-ion through the set screw 51, it will be obvious that when the speed previously determined on has been noted by the pointer 31 the block 49 will be in position to permit movement of the valves to set the brakes. In this connection it is to be understood that the door 45 through which access is gained to the casing 44 is to be locked beyond the control of other than certain authorized persons, so that when the device has been set fora particular speed it cannot be readjusted Without the knowledge of the persons holding thekeys.

The device provides a mechanism whereby the maximum speed of a train `may be regulated, thereby insuring against an excess of speed and preventing danger and accidents resulting from such excess speed. f y

If desired the rod 46 may be graduated to indicate marks for setting the block at certain speeds, thereby dispensing with the necessity of operating the governor arms in adjusting the block. Y

Having thus described the invention what is claimed as new, is

1. An indicator including a governor, a elver actuated by the governor, a speed indicator actuated by the lever, a braking pressure controlling valve, and an operating block movable with the lever and adapted to engage the valve, said block being formed with a recess to permit free movement of the valve in a certain position of the block.

2. An indicator comprising a governor shaft, means for operating said shaft from a moving part of the vehicle, a dial, mileage Y from the governor shaft and adapted to operate thel mileage dial mechanisms, a speed indicating pointer carried by the main dial, alever, a connection between one end of said lever and the speed indicating pointer, a governor carried by the governor shaft, a connection between said governor and the lever, a rod connected to one end of the lever, an operating block adjustably mounted on the rod and formed with a recess, and a iluid pressure brake controlling valve having a stem disposed in contact With the block, whereby in the operation of the lever said block will be elevated to permit the stem to enter the recess in the block.

In testimony whereof I aiX my signature in presence of two witnesses.

NEWNAN C. FORBUS. Witnesses:

JAS. H. WRIGHT, W.'T. FoRREsrEn.

4dials carried by the main dial, a shaft driven Y 

